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Have you made the switch from swiping to tapping? Let us know how it’s been, whether you like it, and what other features you want to see!

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PCAC exists to fight for better service for every rider across the system. So why am I here today talking about housing?
Excellent transit is the key to plentiful housing. And plentiful housing is the key to excellent transit. People want to live where there is good transit – unfortunately, they are too often priced out.
Car-centric requirements for new housing dramatically increase costs, reduce the amount of housing that can be built, and disincentivize residents to use our city’s greatest asset: our robust transit system.
New York City’s housing crisis results from an incredible deficit of affordable homes, 473,000 according to the Regional Plan Association. To realistically build the homes needed to resolve this crisis, we need to plan around transit.
We have four recommendations for the Charter Revision Commission:
1) Expand Zoning for Accessibility to apply to developments within a larger radius of all city subway and rail stations, and extend it to include bus stops. Allowing more developers than just those within a close distance of stations to pitch in on accessibility projects and other station improvements is a great way to solve two problems at once.
2) Create a comprehensive citywide plan incorporating transit. New York City is defined by two things: our housing density and our transit system. Creating a citywide plan that addresses our dire need for more housing while encouraging residents to utilize transit is critical to solving our housing crisis and cementing a stable future for mass transit. For example, our analysis shows that City of Yes would increase daily transit ridership by up to 97,000, bringing in $304 million annually over 15 years in subway and bus operating funds.
3) Streamline projects that achieve citywide goals. Streamlining development that eases our housing shortfall and addresses community needs will save time and money. With 146,000 New York City Public School students experiencing homelessness last year, we don’t have time to wait. Curtailing council member deference, reforming the ULURP process, and rationalizing environmental review would go a long way towards letting New York City meet New Yorkers’ needs.
4) Eliminate parking minimums citywide. Car-centric cities like Minneapolis and Austin have eliminated mandatory parking minimums. In the most transit rich city in the Western Hemisphere with an acute housing shortage, there is no reason for developers to be legally required to replace housing with off-street parking. Continuing to build car-centric infrastructure makes transit and our housing crisis worse.
The housing crisis is the defining crisis of this city today, but we have the tools to fight it. Even after City of Yes, our zoning text today looks more like Houston than Houston St. This is the greatest city on earth, and New York City needs to start planning like it’s New York City.
Thank you for your time.

The post Transit and Housing Go Hand in Hand- New York City Charter Revision Commission Testimony appeared first on PCAC.

“We appreciate USDOT Secretary Duffy’s magnanimous gesture, allowing New York to keep the congestion pricing cameras turned on and working.  

“Whether or not we need that permission is another story – but we do know that Congestion Pricing works. It’s a fact! We’re seeing immediate benefits in and around the city and region, with less traffic, improved commute times, and faster speeds – good news for drivers (including from New Jersey), bus riders, emergency vehicles, and deliveries. It’s also great news for the economy, with more people seeing Broadway shows and eating out, leasing commercial space, and shopping. Less congestion has also meant safer streets and less noise. Transit riders are also big beneficiaries, with more accessible stations, signal improvements and better buses coming our way. Thank you to Governor Hochul for standing strong and being a champion for riders while also improving our economy. Thank you too, for standing up to the aggressive posturing being directed to New York.”

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“Chair Lieber’s announcement this morning that the MTA will end MetroCard sales at the end of 2025 marks a major milestone as our city and region progress toward a modern, integrated fare payment system. With 85% of full fare riders and more than half of reduced-fare riders using OMNY, it’s clear that riders are voting with their taps and growing accustomed to the new system. 

“As Chair Lieber noted, this transition reduces operating costs for the MTA and opens the door for new fare discounts that can put money – and time – back in riders’ pockets. The creation of a weekly CityTicket for intra-city travel on the LIRR and Metro-North, a crucial aspect of PCAC’s Rider-First Fare Agenda, would do just that: unlocking faster commutes for New York City riders in subway deserts like the Eastern Bronx and southeast Queens. Today, trips taken by LIRR or Metro-North, with transfers to subways and buses, cost as much as $20 roundtrip, making commuting by railroad within the city unaffordable to many New Yorkers. We encourage the MTA to work with Governor Hochul and the Legislature to create a weekly CityTicket quickly and use OMNY as an opportunity for a more equitable and affordable region.”

The post PCAC Celebrates Transition to OMNY, Calls for Additional Fare Discounts and Incentives appeared first on PCAC.

“Since the implementation of Governor Hochul’s five-point subway safety plan a year ago, we’ve real and tangible progress. Riders need and deserve to be safe and feel safe within the entire MTA system. Millions have been exercising their confidence every day with MetroCard swipes and OMNY taps, as ridership continues to set post-pandemic records. We’re thankful for Governor Hochul’s continued focus on safety throughout the MTA system and her commitment to ensuring it is affordable, accessible and reliable for decades to come.”

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Download Statement Here:

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Good afternoon, I’m Lisa Daglian, Executive Director of the Permanent Citizens Advisory Committee to the MTA, PCAC. Created by the legislature in 1981 to represent riders on the MTA’s Long Island Rail Road, Metro-North Railroad and New York City’s subways, buses and Staten Island Railway, our role is to advocate on behalf of riders and advise the MTA on operational performance and capital projects through reports and policy recommendations. Thank you for holding this hearing today and all you do to improve transit for millions of New Yorkers.  

Making Transit More Affordable  

Affordability is a key priority for all New Yorkers. That’s why expanding fare discounts and options around the MTA system is critical. PCAC is proud to champion the Rider-First Fare Agenda in partnership with Senator Comrie to ensure that all riders have equitable access to affordable transit, particularly with congestion pricing and upcoming fare changes on the table. 

• We’re calling for a Weekly CityTicket with the option to transfer to subways and buses, which will further integrate our transit network, fill gaps in demand in subway deserts, and fill the hole left by the elimination of Atlantic Ticket Weekly during the last fare changes. We believe the Outer Borough Transit Account is well-suited to fund this expansion.  

• We’re also calling for the senior and disabled/Medicare half-fare discount to be extended to the morning peak on the LIRR and Metro-North — currently, the only time this discount does not apply. It’s time to send a clear message that New York values these groups’ contributions to the workforce and their communities.   

• We’d like to see a new Family Fare option that allows 12- to 17-year-olds to ride for less on the LIRR and Metro-North. Currently, the $1 Family Fare add-on only applies to children ages 5 to 11, making the railroads prohibitively expensive for families with older children. The current Winter Weekend Discount ticket $1 add-on for Monthly pass holders is a great start—giving riders more affordable options to choose transit is essential. But it only applies to monthly ticket holders and only on weekends. Introducing more robust, year-round options will help make the railroads more attractive – and affordable – than driving. 

• We’re advocating for city-funded expansion of Fair Fares to the LIRR and Metro-North within New York City — so that low-income New Yorkers can afford to ride on the rail infrastructure that runs through their backyards.   

• Riders also need Fair Fares expanded to 200% of the Federal Poverty Level, which should also be funded by the city. With current eligibility at 145% of the Federal Poverty Level, too many riders — including most minimum wage workers — cannot qualify for half-priced rides on subways and buses, forcing many to choose between a swipe or tap and a meal. 200% of the Federal Poverty Level would better match the high cost of living in New York City and put us on par with peer cities around the country who are currently all more generous than us. 

In advance of the Executive Budget release, we sent a letter to the Governor detailing these priorities, and appreciate the support of the many of you who signed on – and look forward to garnering the support of you who we weren’t able to reach. 

Funding the Capital Plan 

• Riders received coal in our stockings when the Capital Program Review Board chose to reject the MTA’s Capital Plan. The 2025-29 Capital Plan is made up almost entirely of essential State-of-Good-Repair work; new rolling stock and fare entry gates; signaling, resiliency and accessibility projects; and other critical upgrades around the region. There isn’t really wiggle room to cut: it’s pretty much bone. We ask that you also support fully funding the Plan, which was based on a thorough 20-Year Needs Assessment. Riders – and our regional economy – can’t afford to wait for another “Summer of Hell” with endless delays, or another storm that brings catastrophic flooding to our transit system. We’re counting on you, our legislators, to work with Governor Hochul to find ways to fully fund the MTA’s 2025-29 Capital Plan. 

• The good news is that PCAC has done some of the homework for you: our new report details two dozen funding options to pick from, although some sources are clearly more equitable than others. We encourage you to consider options that have positive equity and climate impacts, though funding the program with long-term, recurring, bondable sources is priority number one. Learn more at pcac.org/report/takeyourpick. 

• We’re thankful that Governor Hochul has proposed that the state and city each fund $3 billion of the Plan, but it’s important to note that this is $1 billion less than anticipated from each. Federal government funding is also key, though we are in a precarious place with the new administration.   

Rider Representation  

• We strongly support the Rider Representation Act, S.1148/A.1162 (Gounardes/Dinowitz), which would provide the representatives of the New York City Transit Riders Council, Long Island Rail Road Commuter Council, and Metro-North Railroad Commuter Council on the MTA Board with voting membership along with a new voting board member recommended by the Mayor’s Office of People with Disabilities in consultation with disability advocates. Currently, riders have a voice on the MTA Board — but don’t have a vote. It’s time to change that this year by ensuring riders have official voting seats on the board. Our non-voting members would be in an excellent position to propose changes to the MTA’s fares, except they can’t even make the motions to do so. Giving rider representatives a voice will also help make the MTA Board and Committee meetings more efficient— rider representatives do not count towards a quorum, making it difficult to reach a quorum and conduct official business. 

PCAC supports the following aspects of Governor Hochul’s Executive Budget: 

• Statewide Mass Transportation Operating Assistance (STOA): Increase in state operating funds for the MTA  

• TEDE Part I: Extend the Metropolitan Transportation Authority’s Tax Increment Financing  

• TEDE Part K: Extend the Metropolitan Transportation Authority’s Property Valuation Agreement  

• TEDE Part L: Make Permanent the Metropolitan Transportation Authority’s current Paratransit Reimbursement   

• TEDE Part O: Automated Camera Enforcement for “Blocking the Box”  

• TEDE Part R: Expanding Second Degree Assault Penalty Enhancer to Additional Transportation Workers 

and  

• PPGG Part N: Enhance the Transit Ban  

Protecting transit workers and riders through strengthening legislation, with exceptions for situations requiring public transportation. We continue to support harsher penalties for people convicted of assaulting transit workers and passengers, and expanding ways repeat offenders can be penalized.  

Thank you for holding this hearing, inviting us to submit testimony, and continuing to prioritize the needs of MTA riders this budget season.  

The post PCAC Budget Priorities and Testimony for the FY26 Joint Legislative Hearing on Transportation appeared first on PCAC.

New York: To highlight transit affordability initiatives for the state budget, today the Permanent Citizens Advisory Committee to the MTA (PCAC), Senator Leroy Comrie and advocates rallied at the New York State Capitol in support of the Rider-First Fare Agenda a suite of five fare policies designed to increase equitable access to affordable transit.

The policies are particularly timely with the recent launch of congestion pricing and before the MTA’s planned fare changes later this year. With affordability being top of mind for so many New Yorkers, the actionable recommendations can deliver immediate financial relief to hundreds of thousands of transit riders who need better mobility options.   The majority of the agenda was included in either the 2024 Senate or Assembly One-House budgets last year and Legislators are optimistic about getting them included in this year’s budget negotiations. To support the effort, PCAC, two dozen State Legislators, fifteen advocacy organizations and various other elected officials including U.S. Rep. Jerry Nadler, City Comptroller Brad Lander, Manhattan Borough President Mark Levine, and Queens Borough President Donovan Richards sent a letter to Governor Hochul prior to the release of her Executive Budget requesting their inclusion. 

“New York’s economy and daily life depend on a reliable, affordable transit system, yet too many families are struggling to keep up with rising costs,” said New York State Senator Leroy Comrie. “For riders in subway deserts like my district, access to affordable fares isn’t just about convenience, it’s about economic opportunity and quality of life. The Rider-First Fare Agenda is a critical step toward making our transit system more equitable. With Congestion Pricing and fare increases on the horizon, now is the time to ensure these policies are included in the state budget to support working families and transit-dependent communities.” 

“Transit is the gateway to opportunity and financial stability for so many New Yorkers who are currently struggling,” said Lisa Daglian, Executive Director, PCAC. “PCAC’s targeted proposals have modest price tags but will lead to major benefits for riders as they navigate the region for better job opportunities, education, healthcare, pleasure, and so much more. The time for action is now, and we strongly urge the New York State Legislature and Governor Hochul to champion these initiatives in the state budget.” 

New York State Senator Pete Harckham said: “We need to expand the availability of Metro-North fare discounts to seniors, people with disabilities and young people. Equitable and affordable Metro-North fares will give many more people a chance to benefit from the large investments the MTA is making and is proposing to make in the transit system.”

“The Rider-First Fare Agenda is about putting New Yorkers first—making travel affordable, accessible, and fair, especially for those in transit deserts,” said New York State Senator Nathalia Fernandez. “These changes aren’t just ideas; they’re real solutions for the riders who keep this city moving.” 

  “Public transit is a hallmark of New York City and must remain accessible and affordable for every New Yorker,” said Assemblymember Linda B. Rosenthal (D/WF – Manhattan). “With everyday expenses continuing to rise and biannual fare increases set to take effect, now is the time to pass the Rider-First Fare Agenda. This package of legislation will ensure seniors, people with disabilities and and Medicare-eligible riders can use the discounts they are entitled to during the morning peak period, expand access to the Fair Fares program for more New Yorkers and help make riding the LIRR and Metro-North more affordable for families. The Assembly championed these measures in last year’s one-house budget proposal, and now we must ensure they are included in our final enacted budget.” 

“Now that congestion pricing is in full effect, we cannot waste time to improve our transit systems. With millions of New Yorkers relying on public transit, it is imperative that our state immediately invest in improving infrastructure, timeliness, and accessibility. And, with the rising cost of living and the growing number of people experiencing poverty, getting to work should not be a financial burden. Public transportation should be safe, reliable, accessible, and affordable. We need to take action now,” said Assembly Member Jessica González-Rojas.   

The five proposals support more equitable access to affordable transit for more New Yorkers, particularly those in subway deserts: 

Introduce A.M. peak discounts for senior, disabled, and Medicare-eligible riders: Seniors, disabled, and Medicare-eligible riders cannot use their discounts in the A.M. peak period on the LIRR and Metro-North, anywhere in the system. This makes no sense – particularly given that they can use the discount in the P.M. peak period. This creates unnecessary hurdles for transit-dependent groups and obstacles to employment and opportunity. 
Suggested Funding Source: MTA | Cost: $5-$10 million   

Close the ‘mid-kid’ gap by creating a Family Fare for the LIRR and Metro-North: While children between the ages of five and 11 can ride the LIRR and Metro-North for one dollar with a paying adult, no discount at all is offered for twelve- to seventeen-year-olds, making transit an expensive alternative to driving for families with older children. Offering reduced fares for ‘mid-kids’ traveling with an adult would make taking the train a more affordable option for families. 
Suggested Funding Source: New York State | Cost: Dependent on exact discount 

 Create a weekly CityTicket with transfers to New York City Transit: The CityTicket is a single-ride railroad ticket offered on LIRR and Metro-North Railroad trips within New York City. According to the MTA, 1.5 million CityTickets were sold in 2023. PCAC recommends investing Outer Borough Transportation Account (OBTA) funds to introduce a weekly CityTicket that includes transfers to New York City Transit subways and buses.  
Suggested Funding Source: Outer Borough Transportation Account |Cost for CityTicket Weekly: $25 million; with free transfers to NYCT: $40-50 million   

Expand Fair Fares to the commuter railroads within New York City: Fair Fares is an income-based half fare program for New York City residents at or below 145% of the Federal Poverty Level, but only on New York City Transit. Many eligible riders live in subway deserts but close to either the LIRR or Metro-North stations. PCAC analysis found that 70% of the city’s 39 railroad stations are adjacent to census tracts where over 25% of residents are eligible for Fair Fares. New York City is one of two large cities not to offer income-based fares on its commuter rails, despite having the highest poverty rate of cities surveyed. Fair Fares on the railroads, when discounted from the price of a CityTicket, would increase access to opportunity for tens of thousands of New Yorkers.  
Suggested Funding Source: New York City | Cost: $30-$35 million 

 Expand Fair Fares to 200% of the Federal Poverty Level: New York City’s Fair Fares program provides half-fares to New York City residents living at or below 145% of the Federal Poverty Level. Most minimum wage workers currently do not qualify. PCAC analysis found that among the top ten U.S. most populous cities with similar programs, New York City has the highest poverty rate and lowest eligibility threshold. Expansion to 200% of the Federal Poverty Level would bring eligibility to as many as 450,000 more New Yorkers. The vast majority of minimum wage workers are ineligible at the current eligibility threshold of 145% of FPL.  
Suggested Funding Source: New York City | Cost: $36-$40 million (source: Community Service Society)   

About PCAC:  Created by the New York State Legislature in 1981, the Permanent Citizens Advisory Committee to the MTA (PCAC) represents transit and commuter rail riders in the 12-county MTA region. PCAC regularly researches issues, recommends viable solutions, and advocates on behalf of the region’s subway, bus and Staten Island Railway riders, and Long Island Rail Road and Metro-North Railroad commuters through its three rider councils – the Long Island Rail Road Commuter Council (LIRRCC), the Metro-North Railroad Commuter Council (MNRCC), and the New York City Transit Riders Council (NYCTRC). These councils and their non-voting MTA Board members were created to serve as a voice for users of the MTA system in the development and implementation of policy, and to hold the MTA Board and management accountable to riders.   

The post Putting Rider Affordability First, PCAC and Legislators Rally for the Rider-First Fare Agenda appeared first on PCAC.

AN ACT to amend the public authorities law, in relation to enacting the rider representation act

The Permanent Citizens Advisory Committee to the MTA (PCAC) strongly supports the Rider Representation Act, S.1148/A.1162 (Gounardes/Dinowitz), which would provide the representatives of the New York City Transit Riders Council, Long Island Rail Road Commuter Council, and Metro-North Railroad Commuter Council on the MTA Board with voting membership and create a new voting board member recommended by the Mayor’s Office of People with Disabilities in consultation with disability advocates.

The MTA Board’s three Rider Representatives are the only board members statutorily required to regularly ride transit, yet they have no vote. By virtue of their non-voting status they are prohibited from making motions, chairing committees, participating in a quorum, or using their votes as leverage to secure policy victories for MTA riders. Rider Representatives have a unique knowledge of their systems, and with many critical MTA projects underway, a new Capital Plan, and fare increases planned for 2025, PCAC’s legislative mandate to represent riders is more crucial than ever. To fully realize that mandate, riders must have a vote on the MTA board.

Similarly, riders with disabilities have historically had little representation on the MTA board. While there is now a statutory requirement that one member of MTA board be an individual with a disability, advocates who have for decades pushed the MTA forward on accessibility have no formal role in selecting this individual. The addition of a board member selected by the Mayor’s Office for People with Disabilities, in consultation with internal and external disability advocacy bodies and organizations, will provide an independent voice at a time when the MTA is making progress on station accessibility across the system, but also as it continues to face challenges with elevator maintenance, its Access-A-Ride program, and other accessibility concerns.

In short, riders have a voice, but not a vote. That’s unacceptable. As congestion pricing rings in a new era for transit and the region, riders and disability advocates deserve a more formal role in the MTA’s decision-making process.
For these reasons, the Permanent Citizens Advisory Committee to the MTA (PCAC) strongly supports the Rider Representation Act, S.1148/A.1162.

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